The GLHS was the fastest with 175 horsepower and 175 lb-­ft. This wasn’t a tool for the track, it was a weapon of mass destruction. It had a modified Garrett Turbo I engine, a long runner tuned intake (2 pieces) manifold, and an intercooler. The engine had a compression ratio of 8.5:1, a maximum boost of 12 psi. Because of all this, it could do the 0­60 mph in an incredible 6.70 seconds and the quarter mile in 14.7 seconds at 94 mph. It also pulled.88 g on the skid pad.

Rather than continuing to produce Shelby inspired Dodges, Carroll began to build actual Shelbys at his new facility in Whittier, California. These were cars he purchased from Dodge, modified, and then sold himself through select Dodge dealerships. These vehicles were produced in limited numbers. Each model was a one ­year­ run and all were given a numbered dash plaque.

The suspension was reworked with adjustable low-pressure gas charged Koni front struts and rear shocks. The standard 1­in. front and 5/8­in. rear swaybars were retained, as well as the factory brakes and steering. Shelby Centurion 15×6 in cast aluminum wheels were surrounded by 205/50VR­15 Goodyear Gatorbacks.

With the additional power, it now had a top speed of 130 mph. All of this bundle of brilliance for what cost? At the time, it was only 11 grand. It wasn’t just Shelby tuning Dodges though, as Dodge themselves got into the game with products of their own. Products like the 1984 Dodge Colt Turbo. Sure, it may have been a Mitsubishi, but that didn’t deter this vehicle from being fast. Sure, it only had a 0­60mph in 8.9 Seconds and only 103 horsepower. That wasn’t the point of the Colt. It was a handling machine meant to be more of Lotus Elise, then Chevrolet Camaro.

It was lighter than Alfa Romeo 4C light. It may have had only 103 horsepower, but it only weighed 1,896 pounds (or 860 kg). It also had a top speed of 112 mph. Not much, but like the Miata… It doesn’t need to be.

“Now, in this corner, we have the Dodge Omni GLH Packing 110 horsepower (82 kw).

In the other corner we have… Where did they go? Were they scared off?

Apparently so… ”

The Omni GLH was a great hot hatch. It was fast, fun, light, nimble, cheap and frivolous. This is a classic. It’s not as much of a classic as the GNX; yet still a classic in its own right.

This car is a fast little bugger stock, it’s a jammy bugger when you modify it. This is also a very light car, weighing in at less than 2,400 pounds. While we don’t see many of these, they still prove that Dodge can make a proper small car… A proper hot hatch, but the GLH wasn’t the only “GLH” in the series.

You then had the GLH­T. It was basically a GLH with a turbocharged engine. Though it was much more powerful, power was now raised to 146 horsepower (108 kw) and 170 lb-­ft. Making it one of the faster cars in the trio, this car went from 0-60mph in 8.1 seconds and a quarter mile in 16.2 seconds at 85.5. It could reach a top speed of 119.

The GLH turbo was upgraded to equal length half shafts. Even though it was just (pretty much) an engine upgrade, that didn’t take away from anything. It was still an amazing hot hatch.

Then we have the car that nobody remembers. The Dodge Shadow ES, while the ’87 looks better than the ‘ 89, they are good cars either way. These are very fun cars to drive too. Like many of the cars on this list, the Shadow was (and still is) a very light car. Weighing in at 2,535 pounds (or 1150 kg) it had 146 horsepower and 170 lb­-ft.
This car was less powerful than some of the cars on this list, and a bit heavier. But this wasn’t a Shelby tuned Shadow. So it wasn’t going to be as racing focused, despite that they were still very good fun to drive.

This is the canvas Shelby used to craft the CSX from his very hands. And it’s a good little packet from the factory. He essentially turned the Shadow into an Evo except without the AWD. Much like almost all of the cars on this list, it is turbocharged. It uses the same engine in the following cars:

I think not. It is more appropriate to say opportunities galore. More often than not, people hate on 80’s American Cars saying it was the low point for the American Petrol head. That’s understandable since it is true. It was a very low point. So much so that even Ferraris of that time struggled to get to 350 horsepower. A lot of vehicles were boxes with no style except the few which slipped through the cracks.

We did get some interesting vehicles and in my opinion, some good looking ones.

**Manufacturer Dodge**

The Omni GLH is a good example. It was a good looking car, had good performance and if you go to TheTurboDodge.com it is a good price. There were many great 80’s cars.

Buick Regal GNX is the perfect example, but that was one of very few 80’s cars that have become “classics” rather than a rust bucket destined for the junkyard.

Another less famous classic is the Shelby CSX. This pocket rocket is a classic in its own right. While less famous then the GNX, it is a quick little car! The CSX scampers away to a top speed of 132 miles per hour (“mph”) in 1989, while having 175 horsepower and with a 0-60mph of 7.0 seconds in 1989. Does that sound fairly slow? It is actually pretty nippy. Given the fact quite a few modern cars are within that same range, making this a hot little car.

This along with the Omni GLH could be called America’s 99 Turbo, only more underrated. (Arguably)

In 1987, the CSX could do 0-60mph in 7.1 seconds, with a top speed of 131 mph. It was able to do the quarter mile in 15.7 seconds. The suspension was modified with low pressure gas-charged Monroe Formula GP struts with coilover high rate sport springs and specially calibrated anti-roll bars were used on the front. The rear is a semi-independent trailing arm suspension featuring Monroe Formula GP shocks and a large-diameter solid anti-roll bar. This lowered the car by 0.7-0.85 inch making it the real deal.

A rental car version of the CSX was done which was called the CSX-T.

1988 was the second year for the Shelby CSX. This was the year Shelby worked out a deal with Thrifty to create the limited production CSX-T specifically for Thrifty’s rental car business. The “T” in CSX-T stood for Thrifty. It was not available to the general public much like Carroll Shelby had done in the 60s for Hertz Car Rental with the Mustang GT-350H. Eventually cars filtered into public hands through direct sales and auctions after the cars had run their cycle as rentals.

Carroll Shelby even spread his magic to the Dakota. If you wanted a V8 tuned by Shelby, this was the way to go. It was based on the two-wheel drive short-wheelbase Dakota Sport. The first change Shelby made was replacing the 125hp 3.9liter V6 with a throttle body fuel-injected 5.2liter 318 CID V-8. The engine was the same Dodge used in its full size pickups.

In order to make the V-8 fit, the cooling system had to be modified by replacing the standard belt-driven engine fan with a set of twin electric fans which were mounted in front of the radiator. The engine otherwise remained completely stock. This one modification added 5 extra horsepower over regular size Dodge pickups bringing the total to 175hp and 270lb ft.

The transmission was a 4 speed automatic with locking torque converter (also available on the V6 Dakotas that year). The axle ratio was 3:90:1 with a SureGrip limited slip. This hardware allowed for 0 to 60mph in 8.7 seconds. The standing quarter mile was covered in 16.5 seconds at 82mph. No manual transmission was available.

In the ’90s, the trend of fast trucks was continued by the Syclone, Lightning F-150 and the SRT-10 Ram.

The CSX and the Dakota weren’t the only two vehicles Shelby modified, the Lancer also go the treatment which made it a much sportier package. The Lancer puts out 175 horsepower. You could call this “the M5 from Dodge”. Of course, that may be stretching it a bit. Either way, if you wanted a fast Sedan, this was an option. It could do 0-60mph in 7.7 seconds.

People say the 80’s were a low point, but there were some signs the light hadn’t been overshadowed by darkness. Shelby’s introduction to the high performance luxury Sedan market was the Limited Edition 1987 Shelby Lancer which was a departure from his previous ventures. This car was designed with a single goal in mind; to be the ultimate expression of how a true enthusiast’s automobile should perform.

Shelby aimed to make the Lancer more lavishly equipped than his previous Dodge-based offerings. Each Shelby Lancer came identically equipped and there were no options. It could do the quarter mile in 15.7 seconds at 89 mph and a top speed of 130 mph.

These cars did not go away quietly; they went out with a BANG!!

The Charger got in on the action. While a lot of people hate the 1980 model years of the Charger, saying it “tarnished” the name. You can’t deny they did make a fast version. Like the Dakota, Lancer and CSX, this is powered by a 2.2 Liter Turbo, with 175 horsepower and 175 lb.-ft. It ran 0-60mph in 6.95 seconds, did the quarter mile in 14.7 seconds at 94mph and a top speed of 134mph.

As with the ’86 GLH­S, several changes were made from the suspension being upgraded to Koni adjustable struts and shocks, anti-roll bars were added and they slightly altered the alignment. The tires remained 205/50VR-15 Goodyear Eagle VR Gatorbacks, mounted on 15×6 inch Shelby “Centurion II” aluminum wheels. The front featured power assist Kelsey Hayes brakes which were 10.2 x.94 inch vented discs with 54mm single pistons. The rear had 8.0 x 1.28 inch drums.

Many if not most home gardeners buy electric garden tools as opposed to gas-powered tools. Considering that you will hardly, if ever find a landscape professional or garden contractor using an electric lawn mower or strimmer, you might want to ask yourself if you should be following your neighbors or the professionals on this matter.

Obviously, price is the reason behind peoples’ decision, because there is no professional justification for choosing electric power tools over petrol ones. Over the whole range of garden power tools – from lawn mowers, strimmers, and hedge trimmers – quality petrol tools completely out-perform their electric-powered equivalents.

Moreover, they easily out-live electric tools. If a gas-powered lawn mower can serve a gardening contractor for about 4 years, working day in and day out, then it should last a home gardener a lifetime, if maintained properly. How many years on the other hand, do you think you will get out of your electric lawn mower?

It is fears about expensive care and maintenance that deter people from buying a gas-powered tool, but these are largely unfounded. For the average suburban garden, maintenance amounts to sending the tools to a small tools repair shop once a year, for a routine change of oil, spark plugs and filters e.t.c.

So although the initial outlay for petrol garden tools is 2-3 times that of electric ones, in the long run, it makes more economic sense to buy gas-powered tools. Again, why not copy the professionals who are always looking at their bottom line.

There are some circumstances however, where the lower cost of an electric tool may justify its purchase. For example, if you use a hedge trimmer for 5-6 working hours a year, then an expensive petrol tool is probably unnecessary. Likewise, for special tasks like mechanical scarifying, which are carried out once a year or less, an electric tool can be hired from a garden center at low cost.

Which type of power tool is safer for the home gardener? In principle, gas tools by being more powerful can cause more damage. A gas-powered strimmer for instance, is a very dangerous tool in the wrong hands, although one should not overlook the possibility of electrocution with electric tools. In both cases, there is of course no substitute for following safety measures to the letter, and acting with responsibility and common sense.

A spark plug is used in internal combustion engines to create a spark in the cylinder and ignite the fuel in the combustion chamber allowing the engine to rotate. The common spark plug has come a long way in development over the years.

The basic operation of a spark plug is very simple. It is made up as a compact source of ignition. The individual components are as follows:

the terminal or tip- this is the part of the spark plug that the ignition wires or coils make contact with,

the insulator- normally made of porcelain and developed to provide mechanical support to the centre electrode while also insulating the electrical current going through the plug,

the ribs- these are built in to the insulator used to lengthen the surface between the high voltage terminal and the grounded metal case of the plug itself, the design also helps prevent electrical energy from leaking along the insulator surface,

the insulator tip- this is the part of the plug that protrudes into the combustion chamber, this is designed to withstand the extreme temperatures while retaining electrical insulation, it also must retain thermal conductivity to do its job properly,

the seal- between the ceramic centre and the metal casing this is normally a multi layered braze to stop any leakage, the metal case- also known as the jacket, this is the part of the spark plug that screws into the cylinder head the threads are made of steel and acts as an electrical ground for the plug itself,

the centre electrode- the electrode is the working part of any spark plug, it carries current from the ignition wire down the length of the electrode and allows the plug to spark across the gap between the electrode to the ground tab of the casing allowing the ignition of the fuel in the combustion chamber.

In the past years there have been quite a few revisions on the basic spark plug design. Revisions were made in order to provide either better ignition or longer life, in some cases both. Some are physical changes which are apparent when looking at a spark plug, the addition of multiple grounding tips surrounding the centre electrode, the use of a single ground tip with a v shaped notch in it to increase the size of the spark. The multiple ground points normally provide longer life as when the electrodes wear they move to the next closest point, in effect lengthening the life of the plug.

The problem with long life plugs is the design of many modern engines. Many modern engines have cylinder heads made of aluminium. The jacket of a spark plug is made of steel, over time the two different metals create a form of galvanic corrosion in which both types of metal corrode together. It is not uncommon to remove a spark plug from an aluminium cylinder head only to find the threads have actually disintegrated from inside the cylinder head and it is no longer serviceable. This is a case where abiding by the quoted service intervals can actually cost you more time money and hassle. You are far better off replacing the plugs at a minimum of every two years in order to stop a more expensive repair bill later.

There are three main types of petrol lawn mowers, the rotary mowers, cylinder or reel mowers and ride on lawn mowers and even with the environmental issues associated with tools that are run on petrol, these mowers continue to be a favorite of gardeners and landscape professionals. There are several reasons for this and the fact that they are very efficient machines is just one of many.

One major advantage of these mowers that run on petrol is the freedom of movement that comes with them. Since they are not electric and not tied to any cord, they are easy to move from one end of the lawn to another. This is particularly important for medium to large sized lawns that you have the flexibility of a cordless lawn mower.

Another advantage of these mowers and the chief reason why they are still in such high demand is the fact that they are really reliable. Even though they require regular maintenance, it is possible to use one of these for several years without the need for replacement. As they are usually for heavy use since they are more powerful than the electric mowers, this is even more remarkable which is probably why landscaping professionals and professional gardeners are loyal to them.

Petrol lawn mowers come in several brands and sizes and the variety is a huge incentive for purchase. This is due to the fact that they might be slightly pricier than other mowers, but is usually one for every budget. It is just a matter of finding the brand and the size. This wide range of choice makes it a favorite among users.

There are some disadvantages with these mowers such as the cost of petrol and the problem of mowing tight corners and edges. The noise from these mowers should also be taken into consideration as they are noisier than electric lawn mowers for instance. However, the advantages far outweigh the disadvantages. They make it easier to mow the lawn with less energy and in less time. These machines also need regular servicing and sometimes parts need to be replaced to keep the mower in tip top condition that will last you for years.

Petrol lawn mowers are mowers that stand the test of time. They are reliable and durable and will be a great addition to your gardening arsenal. They are versatile and because of some clever engineering they make your life much easier.

Petrol lawn mowers can serve you for a long time if you treat it right and look after it.

Globally, two types of engines are generally found – diesel engines and petrol engines. The classification is done based on the fuel used for the engines, because the construction, functionality and features of the engines vary on the type of fuel to be used. These engines can be found in cars, airplanes and even in commercial generators. Therefore, it would be worthwhile to spare some time and have a look into the reason behind the preference of one type of engine over the other.

Prerequisites

In order to have a deep understanding of the subject matter of this article, having a passion for the stuff under the bonnet would be helpful. But in any case, the material has been represented in such a manner that a person with little or no knowledge about mechanical engineering will also be able to follow; a bit of physics in your middle school or high school will suffice. To start with, let us try to understand the working principle of the two types of engines, so that we can infer the reason behind the popularity of one type over the other.

Working principle of diesel engines

A diesel engine is generally referred to as CI (compression ignition) engine. In a diesel engine, air is compressed by the pistons within a closed chamber by a process called adiabatic compression. Due to severe compression, the temperature of the air rises to very high levels inside the chamber. After achieving sufficient temperature, the fuel, which in this case is diesel, is slowly injected into the chamber in a controlled manner.

When the inflammable fuel comes in contact with the hot air, it starts burning. The gas produced from the combustion pushes the piston downwards which in turn produces the torque required. Due to its constructional features, it has very low leftover fuel and also the excess heat is dissipated easily, making the engine very suitable for prolonged hours of maintenance free operation under heavy loads. Among all the types of Internal Combustion engines, diesel engines have the highest rate of efficiency, sometimes more than 50%.

Working principle of petrol engines

Petrol engines, on the other hand, is an Internal Combustion engine with an entirely different working principle. Inside a petrol engine, fuel and air are mixed in a chamber and compressed gradually. Also, a spark plug is used to provide the necessary ignition point for the mixture, so that the entire process becomes quick and steady. Due to the presence of the spark plug, petrol engines are highly used in cold countries where the ambient temperature is very low and it is very difficult to maintain the temperature of the mixture suitable for combustion only through compression.

Also, the speed of petrol engines is higher than and its parts are lighter that of its diesel counterparts, making it the ideal choice for quick acceleration and high-speed maneuvers. However, the compression ratio of the fuel-air mixture is quite low for a petrol engine and it results in a lower efficiency of petrol engines as compared to diesel engines.

Which is the better choice?

Well, it depends on the nature of use. Experts recommend petrol engines for cases that need very high speed and high acceleration. Also, historically diesel engines are noisier than petrol engines and people associate it with nasty fumes coming out of the exhaust. But the fact is that carbon dioxide emission from petrol engines is higher than that of diesel engines.

Diesel engines are a better choice due to many factors like:

Cost of diesel is lower than that of petrol in most of the countries in the world.
Diesel engines last longer due to rugged build.
Efficiency and maintenance cost is a great deciding factor for the choice to be made.
At low speeds, diesel engines can generate very high power. This is the ideal case for commercial and industrial applications.
Due to all these reasons, it has also been observed that machines using diesel engines get higher resale values. Surveys have proved the fact that used diesel cars and used diesel generators generate more enquiries when put up for reselling. However, it is strongly advised to consult a domain expert to determine which engine to buy for your requirement.

Used Diesel Generators and cars have been the topic of research for the author, Ritam Dalui, for more than a decade now. He has drawn heavily from his life-long experience in mechanical engineering, especially engine design and modeling for automobiles and electrical generators. He is currently associated with Electrical Generators Limited.

The GLHS was the fastest with 175 horsepower and 175 lb-­ft. This wasn’t a tool for the track, it was a weapon of mass destruction. It had a modified Garrett Turbo I engine, a long runner tuned intake (2 pieces) manifold, and an intercooler. The engine had a compression ratio of 8.5:1, a maximum boost of 12 psi. Because of all this, it could do the 0­60 mph in an incredible 6.70 seconds and the quarter mile in 14.7 seconds at 94 mph. It also pulled.88 g on the skid pad.

Rather than continuing to produce Shelby inspired Dodges, Carroll began to build actual Shelbys at his new facility in Whittier, California. These were cars he purchased from Dodge, modified, and then sold himself through select Dodge dealerships. These vehicles were produced in limited numbers. Each model was a one ­year­ run and all were given a numbered dash plaque.

The suspension was reworked with adjustable low-pressure gas charged Koni front struts and rear shocks. The standard 1­in. front and 5/8­in. rear swaybars were retained, as well as the factory brakes and steering. Shelby Centurion 15×6 in cast aluminum wheels were surrounded by 205/50VR­15 Goodyear Gatorbacks.

With the additional power, it now had a top speed of 130 mph. All of this bundle of brilliance for what cost? At the time, it was only 11 grand. It wasn’t just Shelby tuning Dodges though, as Dodge themselves got into the game with products of their own. Products like the 1984 Dodge Colt Turbo. Sure, it may have been a Mitsubishi, but that didn’t deter this vehicle from being fast. Sure, it only had a 0­60mph in 8.9 Seconds and only 103 horsepower. That wasn’t the point of the Colt. It was a handling machine meant to be more of Lotus Elise, then Chevrolet Camaro.

It was lighter than Alfa Romeo 4C light. It may have had only 103 horsepower, but it only weighed 1,896 pounds (or 860 kg). It also had a top speed of 112 mph. Not much, but like the Miata… It doesn’t need to be.

“Now, in this corner, we have the Dodge Omni GLH Packing 110 horsepower (82 kw).

In the other corner we have… Where did they go? Were they scared off?

Apparently so… ”

The Omni GLH was a great hot hatch. It was fast, fun, light, nimble, cheap and frivolous. This is a classic. It’s not as much of a classic as the GNX; yet still a classic in its own right.

This car is a fast little bugger stock, it’s a jammy bugger when you modify it. This is also a very light car, weighing in at less than 2,400 pounds. While we don’t see many of these, they still prove that Dodge can make a proper small car… A proper hot hatch, but the GLH wasn’t the only “GLH” in the series.

You then had the GLH­T. It was basically a GLH with a turbocharged engine. Though it was much more powerful, power was now raised to 146 horsepower (108 kw) and 170 lb-­ft. Making it one of the faster cars in the trio, this car went from 0-60mph in 8.1 seconds and a quarter mile in 16.2 seconds at 85.5. It could reach a top speed of 119.

The GLH turbo was upgraded to equal length half shafts. Even though it was just (pretty much) an engine upgrade, that didn’t take away from anything. It was still an amazing hot hatch.

Then we have the car that nobody remembers. The Dodge Shadow ES, while the ’87 looks better than the ‘ 89, they are good cars either way. These are very fun cars to drive too. Like many of the cars on this list, the Shadow was (and still is) a very light car. Weighing in at 2,535 pounds (or 1150 kg) it had 146 horsepower and 170 lb­-ft.
This car was less powerful than some of the cars on this list, and a bit heavier. But this wasn’t a Shelby tuned Shadow. So it wasn’t going to be as racing focused, despite that they were still very good fun to drive.

This is the canvas Shelby used to craft the CSX from his very hands. And it’s a good little packet from the factory. He essentially turned the Shadow into an Evo except without the AWD. Much like almost all of the cars on this list, it is turbocharged. It uses the same engine in the following cars:

I think not. It is more appropriate to say opportunities galore. More often than not, people hate on 80’s American Cars saying it was the low point for the American Petrol head. That’s understandable since it is true. It was a very low point. So much so that even Ferraris of that time struggled to get to 350 horsepower. A lot of vehicles were boxes with no style except the few which slipped through the cracks.

We did get some interesting vehicles and in my opinion, some good looking ones.

**Manufacturer Dodge**

The Omni GLH is a good example. It was a good looking car, had good performance and if you go to TheTurboDodge.com it is a good price. There were many great 80’s cars.

Buick Regal GNX is the perfect example, but that was one of very few 80’s cars that have become “classics” rather than a rust bucket destined for the junkyard.

Another less famous classic is the Shelby CSX. This pocket rocket is a classic in its own right. While less famous then the GNX, it is a quick little car! The CSX scampers away to a top speed of 132 miles per hour (“mph”) in 1989, while having 175 horsepower and with a 0-60mph of 7.0 seconds in 1989. Does that sound fairly slow? It is actually pretty nippy. Given the fact quite a few modern cars are within that same range, making this a hot little car.

This along with the Omni GLH could be called America’s 99 Turbo, only more underrated. (Arguably)

In 1987, the CSX could do 0-60mph in 7.1 seconds, with a top speed of 131 mph. It was able to do the quarter mile in 15.7 seconds. The suspension was modified with low pressure gas-charged Monroe Formula GP struts with coilover high rate sport springs and specially calibrated anti-roll bars were used on the front. The rear is a semi-independent trailing arm suspension featuring Monroe Formula GP shocks and a large-diameter solid anti-roll bar. This lowered the car by 0.7-0.85 inch making it the real deal.

A rental car version of the CSX was done which was called the CSX-T.

1988 was the second year for the Shelby CSX. This was the year Shelby worked out a deal with Thrifty to create the limited production CSX-T specifically for Thrifty’s rental car business. The “T” in CSX-T stood for Thrifty. It was not available to the general public much like Carroll Shelby had done in the 60s for Hertz Car Rental with the Mustang GT-350H. Eventually cars filtered into public hands through direct sales and auctions after the cars had run their cycle as rentals.

Carroll Shelby even spread his magic to the Dakota. If you wanted a V8 tuned by Shelby, this was the way to go. It was based on the two-wheel drive short-wheelbase Dakota Sport. The first change Shelby made was replacing the 125hp 3.9liter V6 with a throttle body fuel-injected 5.2liter 318 CID V-8. The engine was the same Dodge used in its full size pickups.

In order to make the V-8 fit, the cooling system had to be modified by replacing the standard belt-driven engine fan with a set of twin electric fans which were mounted in front of the radiator. The engine otherwise remained completely stock. This one modification added 5 extra horsepower over regular size Dodge pickups bringing the total to 175hp and 270lb ft.

The transmission was a 4 speed automatic with locking torque converter (also available on the V6 Dakotas that year). The axle ratio was 3:90:1 with a SureGrip limited slip. This hardware allowed for 0 to 60mph in 8.7 seconds. The standing quarter mile was covered in 16.5 seconds at 82mph. No manual transmission was available.

In the ’90s, the trend of fast trucks was continued by the Syclone, Lightning F-150 and the SRT-10 Ram.

The CSX and the Dakota weren’t the only two vehicles Shelby modified, the Lancer also go the treatment which made it a much sportier package. The Lancer puts out 175 horsepower. You could call this “the M5 from Dodge”. Of course, that may be stretching it a bit. Either way, if you wanted a fast Sedan, this was an option. It could do 0-60mph in 7.7 seconds.

People say the 80’s were a low point, but there were some signs the light hadn’t been overshadowed by darkness. Shelby’s introduction to the high performance luxury Sedan market was the Limited Edition 1987 Shelby Lancer which was a departure from his previous ventures. This car was designed with a single goal in mind; to be the ultimate expression of how a true enthusiast’s automobile should perform.

Shelby aimed to make the Lancer more lavishly equipped than his previous Dodge-based offerings. Each Shelby Lancer came identically equipped and there were no options. It could do the quarter mile in 15.7 seconds at 89 mph and a top speed of 130 mph.

These cars did not go away quietly; they went out with a BANG!!

The Charger got in on the action. While a lot of people hate the 1980 model years of the Charger, saying it “tarnished” the name. You can’t deny they did make a fast version. Like the Dakota, Lancer and CSX, this is powered by a 2.2 Liter Turbo, with 175 horsepower and 175 lb.-ft. It ran 0-60mph in 6.95 seconds, did the quarter mile in 14.7 seconds at 94mph and a top speed of 134mph.

As with the ’86 GLH­S, several changes were made from the suspension being upgraded to Koni adjustable struts and shocks, anti-roll bars were added and they slightly altered the alignment. The tires remained 205/50VR-15 Goodyear Eagle VR Gatorbacks, mounted on 15×6 inch Shelby “Centurion II” aluminum wheels. The front featured power assist Kelsey Hayes brakes which were 10.2 x.94 inch vented discs with 54mm single pistons. The rear had 8.0 x 1.28 inch drums.

Petroleum engineering is the branch of engineering which deals with methods that combines scientific and practical approaches which are aimed at developing techniques to discover, exploit, develop, transport, process and treat petroleum oil from its natural state, in the field, until the final products or derivatives are obtained.

Applied sciences

The knowledge and techniques used by petroleum engineers come from almost all fields of science, and develop constantly due to the relentless pursuit of resources and production optimization. The principles of physics and chemistry are applied by the petroleum engineers in all stages of the exploitation of hydrocarbons, from their exploration to conversion, when they are converted into consumer products.

Multidisciplinary teams

In the oil industry, many multidisciplinary teams are formed that work together to find and produce hydrocarbons trapped in the subsurface. This occurs due to the large number of problems that are faced both in the reservoir and on the surface. The petroleum engineer has the ability to interpret the data received from geologists, geophysicists, chemists and physicists, and to develop optimal methods for developing sites using all the technologies we have at hand.

Fields of petroleum engineering

The task of exploration includes all activities of search for hydrocarbons. It most commonly occurs through the application of methods of prospecting geophysics and mapping of surface and sub-surface by geologists in order to infer the configuration of the strata of the subsoil and its composition, which may provide clues to the existence of environments for the accumulation of oil or natural gas.

The data provided by the geologists are then analyzed by petroleum engineers, who interpret and “translate” the data they receive, and may order the drilling of certain areas, with the purpose of taking subsurface sample. These samples are then analyzed in different physics laboratories, and based on this analysis, the petroleum engineers help in the extraction of petroleum oil. Becoming a petroleum engineer can be very rewarding, given the fact that the companies may handsome salary and also offer other benefits.

The oil and gas related careers have always been coveted amongst the beginners. Such is the job of petroleum geologist, which attracts the interest of budding professionals because of high pay packets and job satisfaction.

This is a career related to discovery and recovery of hydrocarbons. It includes the planning and process of exploring crude oil that is present in liquid and gaseous state. The petroleum engineers perform source rock analysis to identify the deposits of crude oil. It is done with the use of geochemistry and geophysics.
In addition, stratigraphy and sedimentology are two disciplines that go into extraction of petroleum. The petroleum hydrocarbons are found at variable depths and sometimes may seep to the surface. The petroleum geologists are skilled to trace the presence of crude oil and gas. They have extensive knowledge about discovering oil from accumulations that may also be present in the rocks of sedimentary basins.

The petroleum engineers not only know the art of striking oil but also they are masters in deploy reservoirs to canalize the crude oil. A petroleum geologist also takes active part in managing the mechanism involved in moving or migrating the massive deposits. Moreover, trapping and sealing the reservoir is important in the extraction procedure. The petroleum geologist locates these traps by using subsurface information and drilling.

There is also an extensive use of discipline like seismology to map subsurface. The petroleum geologists and petroleum engineers also play an inevitable role in using extraction techniques to the remaining viscous and left out oil. Geographical surveys are conducted in order to zero-in over few prospects to start drilling.
Interestingly, about one-fourth of the total oil discovered is contained in ten major oil fields. There is good scope in this industry for newcomers too. The career of a petroleum geologist may demand both onshore and offshore presence. This certainly is an advanced level of petroleum engineering, wherein knowledge of numerous subsidiary disciplines is required.